Train-pipe valve.



No. 790,294. PATENTED MAY 23,1905.

E. H. GOLD. TRAIN PIPE VALVE.

APPLIUATION FILED APR. 29, 1903.

4BHEETS-BHEET l, 4

PATENTED MAY 23, 1905.

4 BHnETS-SHBET 2.

APR. 29, 1903.

E. H. GOLD.

TRAIN PIPE VALVE.

APPLIOATION FILED No. 790,294. I I PATENTED MAY 23, 19.05, .E. H. GOLD.TRAIN PIPE VALVE.

APPLICATION FILED APR. 29, 1903.

4 SHEETS-SHEET 3 PATENTED MAY 23, 1905.

E. H. GOLD.

TRAIN PIPE VALVE. Y APPLQIOATION FILED APR. 29, 1903.

4 SHEETS-SHEET 4.

.a detail of the disk or main valve.

' UNITED STATES- Patented May 23, I905.

EGBERT H. GOLD, OF SHELBY, INDIANA.

TRAlN-PIPE VALVE.

SPECIFICATION forming part of Letters Patent No. 790,284, dated May 23,1905.

Application filed April 29, 1903. Serial No. 154,775.

To aZZ whom it may concern:

Be it known that I, EGBERT H. GOLD, a citizen of the United States,residing at Shelby. in the county of Lake and State of Indiana, haveinvented certain new and useful Improvements in Train-Pipe Valves, ofwhich the following is a specification.

My invention relates to improvements in valves which while adapted foruse in various situations are particularly adapted for use as end valveson train-pipes used to convey steam and are especially adapted for usein what may be termed duplex valves--that is, valves comprising a mainvalve controlling the flow of the body of steam or other fluid to thepipe and a supplemental or bleeding valve which will permit a flow fromthe pipe when the main valve is closed andwhich may be operatedsimultaneously with or independently of the main valve.

One object of my invention is to provide such a duplex valve which shallbe simple and strong in construction, which shall automatically clearitself of obstructions, and which shall be positive in operation.

Another object of my invention is to provide a car-heating system with areliable and durable valve of the kind described provided with means foroperating it from various parts of the platform between the cars whilethe train is in motion.

These and such other objects as may hereinafter appear are attained bythe devices shown in the accompanying drawings, in which Figure 1 isaplan View of one form of my improved valve. Fig. 2 is a sectional planview. Fig. 3 is a side elevation. Fig. 4:. is a vertical section throughmy valve. Fig. 5 is an en larged detail of one form of device foroperating the valve from the platform. Fig. 6 is Fig. 7 is a detail ofthe disk or main valve operating arm. Fig. 8 is a detail of theplatform-plate. Fig. 9 is a detail showing the mounting of parts of theoperating device upon the platform. i Fig. 10 is a side elevation ofanother form of my improved valve. Fig. 11 is a vertical section throughFig. 10. Fig 12 is an end view of the valve shown in Figs. 10

5 and 11. Fig. 13 is a sectional view through Fig. 12, and Fig. 14 is anend view of a car fitted with the valve shown in the preceding fourfigures and with attachments for oper' ating the same from the steps ofthe car.

Like letters of reference indicate the same parts in the several figuresof the drawings.

Referring by letter to the accompanying drawings, A is the valve-casingprovided with a valve-chamber'B, having a recess therein at at one sideof the main line of travel of the steam-current from the inlet-port O tothe outlet-port D and provided with a main-valve seat E. The inlet-portO connects with the train-pipe F, and the outlet-port D connects withthe flexible coupling between the cars. This is the preferred mountingof the valve.

Extending across one side of the valvechamber B is a spindle G, which isrotatively mounted in the valve structure. One end of the spindle Grprojects through the casing A and a stuffing-box H. Non-rotativelymounted upon the spindle G is the valve arm or hinge I, which ispreferably secured to the spindle G by a screw '5, thereby serving tohold the spindle G in its position Within the valve-casing. This resultis further attained by the engagement between the spindle G and thestufiing-box I-I.

Loosely mounted upon the arm I is the main valve J. The main valve J isprovided with a bridge ,7', so proportioned that the arm I will havefree play between the under face of the bridge and the upper face of thevalve J. The bridge j is provided with a perforation in its upper face,and the arm I is provided with a pin K, which is inserted in theperforation j in the bridge 7' and is screwed into or otherwise attachedto the arm I, the upwardly-projecting portion of the pin.

K playing freely through the perforation y".

In the preferred construction of 'my valve the bridge ,7' is provided ator adjacent to its outer end with a guideway L, within which freelyslides the stem of the bleeding-valve M. The bleeding-valve M isprovided adjacent to its lower end with a reduced portion m,therebyproviding shoulders upon the bleeding-valve M immediately above andbelow the reduced portion on. The arm I is provided at its outer endwith a portion cl,which surrounds the reduced portion m of thebleeding-valve M and engages the shoulders on the bleedingvalve aboveand below the reduced portion, the parts being so assembled as to have asufficiently free play for the purposes desired.

Extending through the main valve is a bleeding-port a. a

The operation of my valve as so constructed is as follows: Assuming thatpressure is in the train-pipe and that the valves are closed, the.

initial movement of the handle 0 in a direction to rotate the spindle Gwill first lift the arm I and the portion 2" of the arm engaging theupper shoulder on the bleeding-valve M it will lift the bleeding-valvefrom the bleeding-port a, and so a slight vent will be afforded, throughwhich any water of condensation may escape and through which a slightamount of steam will escape. Owing to the comparatively slight surfaceexposed to steam-pressureand owing also to the balancing of the pressureapplied on opposite sides of the arm I and; of the valve-stem and owingalso in some degree to the friction between the stem G and; the part ofthe structure within which it is mounted, the steam-pressure will notsuffiee to. close the bleeding-valve, and consequently it will remainopen indefinitely, affording a constant bleeding which will take care ofthe water of condensation as it is formed and yet will not permit awasteful loss of steam. The continued movement of the arm 0 will bringthe valve-arm I into engagementwith the bridge 7', and so will lift themain valve J If when moving the operating-arm O merely for the purposeof opening the bleeding-valve the arm 0 is carried farther than isnecessary to open the bleedingvalve, but not far enough to move the mainvalve to its wide open position, the steam-pressure uponthe uppersurface of the main valve will immediately close the main valve as soonas the arm 0 is released, but will not close the bleeding-valve,whichwill then remain open as desired. If it be desired to open the mainvalve toits extreme position, it will be moved into the position shownin dotted lines, in which the main valve is substantially within therecess at one side of the valve-chamber and out of the line of travelfrom the port G to the port D. Consequently when the valve is wide openno part of the valve structure affords any obstruction to the free flowof steam or other fluid through the valve-casing. If when intending toclose the valve the operator shall only partially move the valve toclosed position, he will nevertheless bring it within the line of travelof the steam-current, and the pressure of the current will promptlybring the main valve to closed position. So, also,

if the valve be opened for bleeding purposes when steam is firstadmitted to the train-pipe and if the main. valve be inadvertently leftpartially open when the train starts and while the pressure in thetrain-pipe is low, neverthelcss as soon as the pressure in the trainpipehas risen to anywhere near its normal pressure the increased pressureand current of the steam passing through the valve will close the mainvalve, and so the accidental waste of steam which would otherwise resultfrom leaving the end valve too wide open will be automatically avoided.

When using these valves in train-pipes, it is often found that foreignsubstances such as pieces of hose-couplings, &c.*lind their way into thebleeding-port and obstruct and pack into the same and often under thecombined influences of heat and pressure become so solidified and packedin as to completely obstruct the bleeding-port. It will be observed thatwith my structure, and especially where the bleeding-valve is made asshown in the drawings, the bleeding-port will be positively andmechanically cleared of obstructions every time the valve is closed, sothat any obstruction of the bleeding-port can be only temporary. It willalso be observed that with the parts arranged as shown asulliciently-wide range of movement is afforded for the bleeding-valve,and the bleeding-valve is so mounted that although its operatingarmmoves in the are of a circle the bleedingvalve moves vertically withreference to the main valve, and so will be brought accurately tov itsseat in the bleeding-port.

The end of the spindle G, which projects through the valve-casing,engages the yoke portion of a combined yoke and collar l The collarportion of this device surrounds an annular shoulder U on the outside ofthe valve-casing A and afl'ords strength and stability to thevalve-operating mechanism. The yoke portion extends over thestuliing-hox and engages the extreme end of the spindle (1, to which itis secured by a lock-nut This combined yoke and collar is provided withthe hand-lever O and may also be provided with the operating-arm. R forconnection with a platform-opcrating attachment, consisting of a bellcrank lever the long or vertical arm of which, S, extends upwardly tothe car-platform and the short or horizontal arm of which, T, extendsbeneath the platform and is pivotally connected with a rod (,1, which ispivotally connected at its opposite end with the arm R. The vertical armS extends through a platform-plate V, which is attached tothe upperfaceof the car-platform. Mounted upon the upright arm S is a collar NV,which is secured thereto by a lock-nut w in such a manner as to engagethe platformplate V, and so support the bell-crank lever in position.This collar W may be provided with a pointer '10, arranged to cooperatewith the words Open and Shut upon the upper face of the platform-plate Vto indicate from the platform when the valve is in open and when inclosed position. The bell-crank lever may be operated so as to open orclose cars which is accessible from the steps.

thereof.

To yieldingly hold the valvein its open position, I provide the lock-pinY, mounted within a suitable recess in the yoke P and held in frictionalengagement with theannular shoulder on the valve-casing by a suitablespring Z. The projecting end of the pin Y may, if desired, engage apocket in the annular shoulder when the valve is in extreme openposition.

In Figs. 10 to 14, both inclusive, I have shown a variation in theconstruction of my valve and its operating attachments. ringto Fig. 11,it will be seen that I have so formed the pin K at its lower end that itserves the double purpose of being a guidepin. for the operating-arm Iand of beinga bleeding-valve for opening and closing the bleeding-portN, thus" somewhat simplifying the construction, but not therebyattainingthe vertical relation between the main valve and the bleeding-valvewhichis, attained by the structure previously described. The otherchanges in the structure shown in Figs. 10 to 14, inclusive,relate toadapting the device to be operated from a different part of thecarplatfor mto wit, from the steps, or rather from a point between theends of adjacent To attain this result, the arm R extends in line withthe spindle Gr instead of at an angle thereto, and the valve is somounted that the arm 0. operates in a vertical instead of in ahorizontal plane. Connected with the arm R is a rod G, which extendsrotatively through a bracket 9, attached to the end of the car and isconnected beyond the bracket g with an operating arm or lever g.

For the purpose of supporting my valve upon the car-body and at the sametime providing for longitudinal expansion and con traction of thetrain-pipe I provide a sleeve a, which has preferably non-rotativeengagement with the exterior of the valve, but within which the valve islongitudinally slidable to accommodate itself to longitudinal expansionand" contraction of the train pipe. This sleeve (0 is supported upon thecar by an arm or brace a or by any other suitable means.

While I haVe eferred to and shown the main valve providedv with a bridgeengaging the main-valVe-operating arm, it willbe understood that,broadly considered, it is only necessary for that part of my inventionwhich relates to the cooperation between the main valve and thebleeding-valve that there shall be any suitable lost-motion connectionbetween the main valve and the valve-operating ing my valve in such amanner that the-main Refer 7 close said bleeding-port.

valve shall carry all of the bleedingvalve mechanism it will readily beseen that many of the advantages which in-here in my invention may beattained by a structure in which the bleeding valve or port is locatedat one side of the main valve instead of in the main valve itself, solong as the relative mounting between the main-valve-operating mechanismand the bleeding-valve is maintained, whereby bothvalves may be operatedwith the same external operating means.

While I have shown certain modifications or alternative forms of "myinvention, it will be understood that Ido not limit my claim of noveltyto the forms shown.

.80 I do not here claim the valve structure A which is generally shownand claimed in my I copending application, Serial No. 60,370, nor thesubject-matter of my Patents Nos. 771,777 and 7 81,720, which wereissued upon applications copending herewith.

I claim 1. A valve eomprisinga main valve, a bleeding-port, anoperating-arm having a lost-motion connection with said valve, and ableeding-valve loosely engaging said arm, but arranged to be operatedthereby to open and V 2. The combination with a main steam-pipe of acar-heating system, of a valve comprising a main valve, a bleeding-port,an operatingarm havingalost-motion connection with said valve, ableeding-valve loosely engaging and arranged to 'be operated by said armto open and close said bleeding-port, and means separate from andlocated above said arm for guiding said bleeding-valve.

3. A valve comprising a main valve. provided with a bridge, ableeding-valve, an operating-arm arranged to play between said valve andsaid bridge, said bridge being provided with a guideway, a bleedingwalvemounted in said guideway, and means upon said arm and upon saidbleeding-valve arranged to coengage so that said bleeding-valve may beoperated by the movement of said arm.

4. The combination with the train-pipe of a car-heating system, of anend valve comprising a main valve provided with a bridge in the form ofa strap, an operating-arm arranged to play between the upper surface ofthe main valve' and the under surface of the bridge, a bleeding-port, ableeding-valve arranged to be actuated by said arm to openand close saidbleeding-port, and external means for operating said arm. 7

5. A valve comprising a main valve provided with a bridge in the form'ofa strap, a

bleeding-port, an operating-arm arranged to play between said bridge andthe upper s'ur-' face of the main valve, guidingmeans arranged to playwithin a guideway provided therefor, all so arranged that said guidingmeans, said bridge and said arm shall cooperate to hold the arm inoperative engagement with said valve; a bleeding-port, and ableeding-valve arranged to be operated by said arm to open and closesaid bleeding-port.

6. In a valve, the combination with the valve-casing, of a main valve, aspindle extending into said casing at one side of the valve-chamber,said spindle also extending externally of said valve-casing, operativeconnections between said spindle and said main valve, andvalve-operating means comprising a yoke provided with a collar engagingan annular shoulder on the outside of the valvecasing, said yoke alsoextending above said collar and engaging the projecting end of saidspindle, and means for operating said yoke to turn said spindle.

7. In a valve, the combination with a valvecasing provided with anexternal annular shoulder, of a stem or spindle extending intothevalve-ehamber, a main valve arranged to be operated by the rotationof said spindle, and external operating means comprising a yoke bearingupon said annular shoulder and engaging the projecting end of saidspindle, and means for operating said valve from the platform of thecar, said means comprisinga rotatable shaft projecting above and belowthe car-platform, and provided with an arm extending at an angle to themain body of the shaft, an arm connected with said yoke,a linkconnecting the arm on said yoke with the arm on said shaft,and anoperating-handle mounted upon, or adjacent to, the upper end of saidshaft.

8. In a car-heating system, the combination with a car, of asteam-supply pipe carried beneath the car, a valve mounted upon saidsteam-pipe, and a hanger supported by the car and comprising a sleevehaving non-rotative engagement with a portion of the valve steam-pipestructure, said structure being longitudinally movable within saidsleeve.

9. The combination with a valve,of a val vehanger comprising a sleevehaving non-rotative engagement with a portion of the valvecasing, saidsleeve and said valve being longitudinally movable with relation to eachother.

10. In a car-heating system, the combination with a car, of a train-pipeextending longitudinally beneath the car, a valve carried by saidtrain-pipe, and a hanger supported by the ear and comprising a sleevehaving a non-rotatable, but longitudinally movable, engagement with aportion of the structure, substantially as described.

EGBERT H. GOLD.

\Vitnesses:

O. R. BARNETT, F. H. DRURY.

